Railway-switch-operating system



(No Model;) 5 SheetsSheet 1.

S. L. POWELL. RAILWAY SWITCH OPERATING SYSTEM.

Patented Dec. 23, 1890.

f Vim 2'07? I WITNESSES Z 5 Sheets-Sheet 2.

(No Model.)

S. L. POWELL- RAILWAY SWITCH OPERATING SYSTEM. No. 443,149.

WITH E8858 '5 SheetsI-Sheet a.

(NoModeLy s. L. POWELL. RAILWAY SWITCH OPERATING SYSTEM.

. PatentedDec. 2a, 1890.

we "cams Pm'sns co mom-mum, wasnmm'orl, u. c.

5 sheets sheet 4. s. L. POWELL. RAILWAY SWITCH OPERATING SYSTEM.

No. 443,149. Patented Dec. 28 1890.

' (No Model.)

WIT/1158858: 1

ATTORNEY.

(No Model.) 7 5 Sheets-Sheet 5.

s. L. POWELL. RAILWAY SWITGH OPERATING SYSTEM.

No. 443,149. Patented'D-ecQZS, 18904 IIVVE/VTOR' I g mfi A TTOR/VEY.

WITNESSES.

SAMUEL L. POWELL, OF LEWISTOXVN, ASSIGNOR OF ONE-HALF PATENT OrFicE.

TO FREDERICK D. MORRISON, OF BALTIMORE, MARYLAND.

RA!LWAY-SWITCH OPERATING SYSTEM.

SPECIFICATION forming part of Letters Patent No. 443,149, dated December23, 1890.

I Application filed July 5, 1890- Serial No. 35 7,884. (No model.)

re operating railway-switches electrically and automatically from or bya passing train or.

from a main station or office.

Inasmuch as the invention is som ewhat complex in its characterI willnot attempt a pre- I liminary statement of its nature, but will proceedat once to illustrate the invention by means of drawings and descriptionthereof, and then particularly point out and claim the parts,improvements, or combinations constituting my invention.

In the accompanying drawings, illustrating my invention, in the severalfigures of which like parts are similarly designated, Figure l is a planview showing a portion of a main track and siding with an interposedswitch and my automatic switch-operating mechanism applied thereto, theswitch being open to the siding and the parts being in position forsetting the switch to open the main track. Fig. 2 is a plan view, partlyin section, of the switch locking and unlocking and switchthrowingmechanism, hereinafter termed the electromechanical switch-operatingmechanism, the position being the same as in Fig.

of a switch-throwing mechanism, showing the parts in operative position;and Fig. 4 is a similar view of the same mechanism, showing the partsininoperative position. Fig. 1 is a plan of the draw-head detached. Fig.5 is a sectional detail of an electric connection. Fig. 6 is a plan viewof a switch locking and unlocking and switch-throwing mechanism slightlymodified from that shown in Figs. 1 and 2, and omitting the electricconnections. Fig. 7 is a similar view of another modification. Fig. 8 isa plan view of amodification. Fig. 9 is a diagrammatic View showing arailroad-yard with my system arranged therein. Fig. '10 is a sideelevation of: a toggle-lever.

1. Fig. 3 is asectional elevation of a portion Fig. 11 is a diagrammaticelevation of the electric-train mechanism. Fig. 12 is a sectionalperspective of the track contact. Fig. 13 is a longitudinal section inthe plane of line 00 as, Fig. 14;; and Fig. 14 is a crosssection of thetrack-contact.

The main-track rails or a, the si'dingrails a a, the switch-rails a aand the switch-bars a at may be as usual. The switch-rails a a areconnected by alocking-bar b. A T-shaped 6o lever c is pivoted in anysuitable manner-for example, to a tie--and one of its arms is pivotallyconnected to the switch-bar a". The other ends of this lever c areconnected by links (Z with plates 6, which last in turn are movablyconnected with a draw-head f in such manner that when one of said plates6 is connected with said draw-head the other is disconnected therefrom,so that the one that is connected with said draw-head will move with thedraw-head and pull upon the lever 0, so as to rock said lever upon itspivot, While the other link simply slips upon the drawhead and has noeffect upon the lever c. The draw-head fis moved longitudinally of the 75 track by means of a rod 9, suitably supported in bearings, which rod gis connected. to a rock-shaft h, and the other end of said rockshaft isconnected to a toggle 1", arranged alongside of the track and adapted tobe So operated by the flange of a car-wheel. The details of therock-shaft, toggle, and connections are shown more particularly in Fig.10.

In order to be able to operate the draw-head from either side of theswitch and from the main track or the siding, I employ a rod g,connected to a lever g which lever in turn engages a collar g on the rodg. The rod g extends to a rock-shaft h, which rock-shaft h is connectedto toggles t" and arranged, 0 respectively, at the main track and at thesiding. One or more springsj and j may be employed to eltect theautomatic return of the rods g and g.

The plates 6, to which the links d d are piv- 9 5 oted, are eachconstructed as follows: The plate proper may be a fiat piece of metalarranged to slide in ways f f on the drawhead f, and the said draw-headf is provided with a I slot or opening f beneath the said plate, and mothe plate is provided with a pivoted latch e, which works in an openingin the said plate, and when allowed to descend falls into the slot f inthe draw-head f, and when in this position (see Fig. 3) the plate 6 willbe engaged with the draw-head and be pulled by the draw-head when thesaid draw-head is actuated by the rod g and connections,beforedescribed. The latch c has a nose c which is engaged by a spring-bolt 6,whose end 6 is an armature for an electro-magnet c. This magnet isarranged in a normally-broken circuit, and inasmuch as the springjalways returns the rod, and consequently the drawl1ead,in the directionindicated by the arrow, Fig. 1, into position for use by being engagedby one of the latches, and inasmuch as the slot f has its rearward endslanting or beveled, it follows that the latch e, which has just beenused, which in this case is the one on the lower side of the drawings,Figs. 1 and 2, will be thrown out of the said slotf into the positionshown in Fig. 4, where it is in position to be engaged by thespring-bolt 6". Thus it will be seen that until the circuit,ineludingthe magnet e", is completed or made the draw-head will be inoperativewith respect to the links (Z, and consequently lever c. The circuitsreferred to and the making and breaking thereof will be described lateron.

The links (Z are connected to the leverc by means of pins (1 and slots(Z Springs d are employed. for a purpose presently appearing. As shownin Figs. 1 and *2, these springs are arranged upon flat links; but, asshown in the modification in Fig. 7, the said springs may be arranged atthe ends of the said links beyond the lever c and between nuts or headson the ends of the said links and the said lever c.

Bolts 7t k are connected to the plates 6 e and are arranged in casings7; lo to engage the switch-lockin g bar Z), and I prefer to arrange thelocking-bar b in a bracket or slideway Z).

Obviously the bolts must be disengaged from the locking-bar before theswitch can be shifted, and hence I provide the slots (1 in the links (7,so that when the draw-head is moving in the direction of the arrow, Fig.2, the bolts are acted upon before the links act upon the lever c, thesaid links slipping upon the lever by the length of their slots, andhence the said bolts become disengaged from the locking-bar just beforeone of the links d has been moved the length of its slot and is ready toact upon the lever c to shift it, and consequently shift or throw theswitch. The springs d serve to keep the bolts normally in position toengage the locking-bar when an opening in the latter is brought oppositethe bolts.

As will presently appear, when one of the links (Z has, by means of itsplate 6 and latch 6, been engaged with the draw-head through theinstrumentalities before described, then the other link is disengaged,and, as will presently appear, this disengaged link will have itselectrical mechanism put in condition to be operated to reverse the lastmovement of the lever c.

From the foregoing it is obvious that should a train be approaching fromthe left of Fig. 1 it could operate the switch to open the main trackand then pass onto the toggle at the right of said figure, and therebynecessarily reverse the last movement and operate the switch to open thesiding. So, also, it is obvious that a train coming either from thesiding or the main track from the right of Fig. 1 could operate theswitch to open the main track.

As shown in Fig. 6, the locking-barb might be arranged on the oppositeside of the tie or support. In Fig.0 the bolts 76 7c are connected withplates 0, through slots k in the plates, and there are interposedsprings k on the bolts. These springs keep the bolts normally inposition to engage the locking-bar when an opening therein comesopposite such bolts and thus subserve the purpose of the springs (Z InFig. 0 I have shown the rocking lever connected to the switch-bar, bymeans of a slot 0 and pin c to provide sufficient play for the lever cto allow the bolts 7; to be withdrawn from the locking-bar before theswitchbar is actuated. This construction admits of the employment of arod 0 attached to the lever c, and connected with a hand-switch standfor actuating the switch by hand independently of the automaticmechanism.

In Fig. 7 the springs (Z instead of being on the links, as in Figs. 1and 2, are arranged upon the ends of the links and between such ends andthe rocking lever. It will be understood, also, that in this form of thedevice the locking-bolts will be attached to the plates, as in Figs. 1and 2that is to say, without the use of the slots and interposedsprings. Furthermore, it is also understood that the handlever may beused with this form of the device, as well as with the form of thedevice shown in Figs. 1 and 2.

Instead of employing the mechanism described, by means of which I amenabled to automatically actuate the switch for the main track and thesiding from either side of the switch, I may use what I shall designatea safety device, whose function simply is to insure the opening of themain track from the direction of approach to the point of theswitch, andthis mechanism I have shown in Fig. 8. Practically the mechanismcomprises a drawhead f containing the sliding plate e with the latch,spring-bolt, and the electro-magnet, as before described, a rock-shaftif and a toggle b. The link (1* is rigid with the plate e and isconnected to abell-crank lever 0 which in turn is connected with theswitch-bar a through the slot (6 The link (Z is also connected to aspring-bolt k which is normally withdrawn from the locking-bar b. \Vhen,however, the switch is actuated by this safety device, the link cZpresses the spring-bolt against thelocking-bar while the switch is mov-IIO ing and until the hole b in the locking-bar comes opposite the bolt,when said bolt will fly into said hole and lock the parts. The magnet inthis form of apparatus is arranged in electric circuit composed of wires2 2 and the trackcontacts 3, which are adapted to be engaged by electricmechanism on the train-such, for example, as that shown in Fig. 11, tobe hereinafter described so that an engineer approaching a switch, bythrowing his train mechanism into contact with the track-contact 3, mayenergize the magnet on the plate 6*; and should the switch be open forthe siding the said plate will engage the drawhead, the draw-head willbe actuated, the bolt 7.? will be ready to engage thelocking-bar b, andthe lever 0 will be in position to throw the switch and set it for openmain track. .As'shown in Fig. 8, the parts are in position for thisoperation. The slot a permits'the movement of the switch manuallywithout interfering with the electro-mechanical safety device described.

The track-contacts (designated generally by the letters A B C in Fi 3)are shown in detail in Figs. 11, 12, 13, and 14, and are constructed asfollows: Brackets Z are provided with cavities and lined with insulatingmaterial Z. These brackets receive within these insulated cavitiesstrips m, provided with electrical conducting-surfaces m, and the twostrips on are separated by non-conducting plugs 072 which are wedged inbetween the strips and bind the said strips firmly in the brackets. Thedevices m used for securing the conducting-strips 117., may be utilized,also, as binding-posts, to secure the wires which lead t3 the magnetshereinbefore and hereinafter described. The train mechanism comprises abattery D, a switch-board E, and a switch F.

In the system shown in Fig. 1. there are three track-contacts, eachcomposed of two such contact-pieces as are shown in Figs. 11, 12, 13,and 14, and in order that either pair of contacts may be renderedoperative I provide three pairs of trolleys G, which are arranged upon ashaft n, suspended from a frame n, supported upon an axle o of the truckof the car. The frame it has a rod or bar 41 upon which are arrangedelectric brushes 41. and from these brushes wires n extend tobinding-posts n, and thence to the switch-board E, so that by movementof the key F the current from the battery may be directed to either pairof trolleys at will. The several trolleys areinsulated from one another,as indicated by the black lines in 11. It will be understood that thetrack-contacts and the trolleys are arranged in pairs, in order to makea complete circuit from the car through the track-contacts and themagnets employed on the switch-shifting mechanism. The trolleys, thetrack contacts, and the switch-board are so arranged normally as toenergize that magnet on the link which must be pulled in order to setthe switch for an open main track, and in Figs. 1 and 2 such magnet andlink is that one shown in the upper por tion of the drawings. Thecontact for eifecting this purpose is arranged midway between the railsof the track, and the contacts for effecting the other movement arearranged that on the left of the switch in Fig. 1 to the right of thecenter of the track and those on the right-hand side of the switch insaid Fig. 1 to the left of the cent-er of the track, relatively to atrain passing from the left to the right, so that an engineer desiringto keep on the main track has simply to see that his switch-board showsthe key centrally.

The contacts A and their circuit-wires 4 4 and 5 5 are connected withtheir respective magnets as follows: One of the wires 1 leads to thecircuit-maker p, and one of the wires 5 leads to one end of acircuit-maker q. The other of the wires 4 leads through a circuitbreakerr to the circuit-maker p, and the other of the wires 5 leads to theswinging end of the circuit-maker q. The contacts B are connected bywires 6 [5 and 7 7 with the circuit makers j.) and g, respectively, andthe contacts O are connected by branch wires 8 8 and 9 9 with the wires6 (i and 7 7, respectively, whichlead, respectively, to thecircuit-makers p and q, as before stated. The links d are provided withoffsets (F, in which are made holes provided with an insulatingsubstance (1 to receive conducting-pins d, from which wires 10 lead tothe magnets c, and the pins d are adapted to come into electricalcontact with the binding-posts connected with the circuit-makers p andq, as shown in Fig. 5, and also in the upper part of Figs. 1 and 2, sothat the circuit is completed from the contacts A B or 0 through theirrespective wires, the posts of the circuit-makers p and q, the wires 10,and the magnets e to energize either of said magnets and therebywithdraw the spring-bolt e and permit the latch e to engage thedraw-head, so that as the said drawhead is actuated in the manner and bythe means before described the parts are in position to actuate theswitch to shift it from the main track to the siding, and vice versa, asthe case may be. Springs 12' and q are used to return thecircuit-n'iakers to normal position for use, and pins p and (1 on thelinks (Z are used to break the circuit-makers. Any other form ofelectric connections may be employed. I have shown these and the otherelectric connections, hereinafter inentioned, and hereinbeforementioned, simply as illustrations of means for carrying out myinvention. I employ, as already mentioned, the circuit-breaker orlock-out r, and it consists of a magnet 1", whose armature 4* connectsthe binding-posts which receive the wires 1, as indicated in Fig. 2.This magnet r is put in the circuit leading from the contact on thesiding to the circuit-maker g. In this way I will not need an extra wirefrom the siding-contact to operate the look-out.

The drawings, Figs. 1 and 2, show the position of parts when an engineerhas passed from the main track onto the siding, and then by his runningto that pair of the contacts 0 nearest the main track he may actuate theswitch-shifting mechanism to open the switch to the main track, and inso doing he will break the circuit for the other magnet, thusautomaticallypreventing another engine from opening the switch. As soon,however, as the train on the siding moves off the sidingcontact then theother circuit-maker maybe energized to put the parts in position forfurther operation.

To recapitulate or summarize the functions and operation of thecircuit-makersp and q and the lock-out r, I would state that the saidcircuitmakers p and q are hinged so as to swing to and from theirrespective bindingposts or contacts, in order that the magnets c e maybe alternately cut in and cut out of the circuit. Although completecircuits may be made through the posts of these circuitmakers inconjunction with contacts (1" of the links (I, yet when the lever of thecircuitmaker p is in contact with both bindingposts, as shown at thebottom of Fi 2, the current will pass through the said lever, but doesnot and cannot reach the magnet c, pertaining immediately to thatsystem, for the reason that the contacts (.1 and d" are not inconjunction with said circuit maker. These circuit-makers p and q aredesigned especially for use where a series of switches are to beoperated in one circuitas, for example, in a railroad-yard. Their use isto save electric energy by keeping the current from energizing a magneton any switch in a series which may be properly set. Suppose there bethree switches in a series, one set for a siding, the other set for themain track, and the third set for a siding. The current will passthrough one magnet of the first and third of these switches and will notaffect either magnet of the second one. The magnet 1" is always includedin the circuit of the circuitmaker 1) and quite irrespective of theposition of the circuit-maker q. The object of the device r is to breakthe circuit leading from the contact A,and it so operates when a trainhas entered the siding, closed the switch after it, and comes to rest onthe siding, having its trolley resting on and in contact with thetrack-contact on the siding, which energizes the magnet 7''. So long assaid magnet r is energized the circuit from the track-contact A isbroken, and another train is thus prevented from operating electricallythe magnet pertaining to the system including the circuit-maker 1),which, if the circuit were broken, could be operated, and the secondtrain likewise enter the sitling. The device 7' is a lock-out, in thesense that if the second train by mistake sets its trolley to open theswitch it would fail to do so, because that circuit has been broken atthe magnet 7" by the train on the siding.

Now, referring to Fig. 9, I have shown four switches andelectromechanical switch-operating mechanism for them, all to beactuated from a switch-board in an office. The switchboard G is providedwith eight pairs of sockets to receive pairs of plugs s, which in turnare connected to wires leading to a batteryll or other source ofelectricity. Each of the switches J, K, L, and M is connected with theswitch-board by means of two pairs of wires 12 and 13,11 and 15, 10 and17, and 18 and 19. Now if the plugs s s be inserted in the sockets 20and 21 then the current will pass through the wires 13 to the magnet c Jand no other. If a plug be allowed to remain in socket 20 and the otherplug be put in socket 22, the current will pass through the magnets c"and c of switches J and K, and this is effected by electricallyconnecting the sockets 21 and 23, for then the current enters 20 andpasses out through 22. The same thing might be accomplished byconnecting the magnets c and e by a short circuit, as indicated bydotted lines in Fig. 9. Now if a plug be retained in the socket 20 andthe other plug be put in the socket 21 the current will traverse thevarious wires and energize the magnets c c and c of the switches J, K,and L, thus clearing that whole section of trackthat is to say, openingthat whole section of track. The other magnets will not be affected,because they are only in partial or incomplete circuits. It is obvious,therefore, that the ob ject of the circuit-maker is to keep the currentout of any mechanism which has just been acted upon and is already inthe position desired, and to allow the current to pass on to no othermagnet which may be included in the same circuit. These illustrations ofthe operation of the switch-board in the manner of connecting two ormore switches for simultaneous operation will serve to explain theprinciple of the invention without going into the details of the othercircuits shown in Fig. 9.

I do not wish to be understood as limiting my invention to an automaticdevice for looking the switches in position,inasmuch as theswitch-operating devices of my invention are applicable independently ofthe described mechanism for locking and unlocking the said switches,although I prefer to employ switch locking and unlocking mechanism whichco-operates with the switch-shifting mechanism in the manner beforedescribed.

Although the operation of my invention has been set forth in theforegoing description, yet for convenience the following summary ofoperation may be given: Referring now more especially to Figs. 1 and 2of the drawings, it will be observed that the switch has been set forthe siding, and has been locked in that position by means of the upperbolt 7t, passing through a bolt-hole in the locking-bar I) and bracket1). Before the switch can be reversed it is necessary that this bolt bewithdrawn, and to effect this withdrawal of the bolt the current must bepassed through the conductors 5 5 from contact A, or through theconductors 7 7 from the contact B, or through the conductors 7 7 and 0 9from the contact 0. Itthe current be passed through the conductors 5 5,it will travel to the wires 10 10, and thence to the magnet e of theupper mechanism and withdraw the bolt and allow the latch e to drop intothe slot f of the draw-head, thereby connecting the slide 6 with thedrawhead. N ow the other--that is to say, the lower slide 6, was left atthe limit of its throw by the operation which drew the leverc into theposition shown in said figures, and the drawhead having returned, asbefore described, automatically threw the latch of that slide out ofengagement with the slot f next to it, and the circuit having beenbroken to its magnet the bolt 6 pertaining thereto returned beneath thenose 6 as in Fig. 4. Hence any pull on the draw-head will not betransmitted to this lower plate and its appurtenances,but will actsolely upon the upper plate and its appurtenances, which are now engagedwith the draw-head. The current is in the wires only so long as thetrolley on the train is in contact with the track-contact, and thisduration of energy is but little, as is obvious, and occurs before thetrain reaches the toggle. Hence when the train first acts upon thetoggle the appropriate mechanism has been electrically set, and then thepull takes place upon the rod g, and the bolt is first withdrawn, asalready described, to leave the locking-bar Z2 free to be moved, andthen when the outer end of the slot in the link d has reached the pivotd the pull upon the lever begins, and the lever is shifted from theposition shown in Figs. 1 and 2 to the reverse position and the switchis shifted. As soon as the train leaves the toggle the drawhead is freeto return, and in so returning it disengages the plate a and itsappurtenances from the draw-head, as already described, while themovement of the lever c has pulled the other plate 0 and itsappurtenances into the position shown in the drawings as occupied by theupper plate 6 and its appurtenances, to be ready for engagement with thedraw-head when necessary.

\Vhat I claim is 1 In a railway-switch system comprising sw1toh-rails,aswitch-bar and a switch-locking bar, a device for locking and unlockingthe switch-locking bar, and electromechanical means for shifting theswitch and actuating the locking and unlocking device, andineluding adraw-head adapted to be moved by or from a train, connections with theswitchbar and the locking and unlocking device, a latch for temporarilyengaging the draw-head and said connections, an electro-magnetic boltco-operating with the said latch, and circuit-wires leading from saidelectromagnetic bolt to contacts on the track, which latter are to berendered operative from a train, substantially as described.

2. In a railway-switclnoperating system,

switch-rails, a switch-bar, a draw-head, a rocking lever interposedbetween the drawhead and the switch'bar, links attached to the saidlever, sliding plates connected to said links and carrying latches,electromechanical latch-controlling devices on said links, trackcontacts, and circuit-wires connecting said track-contacts and theelectromechanical latchcontrolling devices and adapted to be operatedfrom a train, substantially as and for the purpose described.

3. In a railway-switch-operating system, switch-rails, a switch-bar, arocking lever connected to said switch-bar, links connected to suchlever, a draw-head carrying sliding plates to which the said links aresecured, latches on said plates, electro-mechanicalde vices foroperating said latches, and electric circuits including the saidelectro-mechanical devices, and adapted to be energized from a passingtrain or from an oiiice, substantially as and for the purpose described.

l. In a railway-switch-operating system, switch-rails, a switch-bar, aswitch-locking bar, a rock-lever connected to the said switchbar, adraw-head, sliding plates arranged upon said draw-head, linksconnectingthe said sliding plates and rock-lever, bolts secured to saidsliding plates to co-operate with the switch-bar to lock and unlock it,and electro-mechanical devices on the said plates to periodicallyconnect one or the other of said plates with the draw-head to render oneor the other of the links operative to effect the rocking of therock-lever, and an electric circuit including the electromechanicalclevices for connecting the plates and drawhead in such manner that whenthe electromechanical devices of one plate are energized those of theother are cut out of the circuit, substantially as and for the purposedescribed.

5. In 'a railwayswitch-operating system, switch-rails, a switch-bar, aswitch-locking bar, a rocking lever connected to said switchbar, adraw-head, links loosely jointed to said rocking lever, sliding platescarried by said draw-head and carrying the links, lockingbolts alsocarried by said plates, electro-mechanical devices comprising pivotedlatches, electro-magnets, and armatures therefor cooperating with thesaid latches to effect the engagement and disengagement of the latchesand their plates with the draw-head, and means for moving said draw-headfirst to unlock the locking-bar and then to render the links effectiveupon the rocking lever, substantially as described.

6. The combination, with the draw-head, means for connecting it with theswitch to shift the said switch, a draw-rod, a rock-shaft, and a toggleconnected to said rock-shaft to operate the draw-head from a passingtrain, of an auxiliary rod connected with the drawhead and extendingalong the track in the opposite direction and connected with a rockshafthaving toggles in the siding and in the maintrack,wherebytheswitch maybeshifted I said latch, and an electric circuit in which from either sideby one and the same drawhcad and connected mechanism, substantially asdescribed.

7. A railway-switch-operating system comprising switch-rails,switch-bars, and electromechanical switch operating mechanisms,substantiallysuch as described, forcontrolling the movement of suchswitch-bars, said electro-mechanical switch-operating mechanismsincluding a series of electro-magnets, combined with a switch-board andwires connecting the switch-board and the electro-magnets and otherwires connecting the contacts on the switch-board with one another indesired order, and circuit making and breaking devices to permit theinterconnecting through the said switch-board and wires of severaleleetro-mechanlcal switch-operating mechanisms for the simultai'ieoussetting of the several switch mechanisms, and track mechanisms connectedwith the electromechanical switch-operating mechanisms and operable fromor by a train to permit the operation of the switches by or from apassing train, substantially as described.

8. A railway switch system comprising switch-rails, a switch-bar, arocking lever connected to such switch-bar, and clectro-mechanical meansfor rocking the said rocking lever, including a draw-head, movableconnections between the draw-head and rocking lever, comprising alatchfor temporarily engaging the draw-head and said connections, anelectro-magnetic bolt cooperating with the the said electromagnetic boltis arranged, and means for making and breaking said circuit,substantially as described.

9. A railway switch system comprising switch-rails, a switch-bar andswitclnlocking bar, a rocking lever, and electro-mechanical means forshifting the switch and actuating the switch-locking bar, and includinga drawhead, a sliding plate on said d raw-head, a latch for temporarilyengaging the draw-head and sliding plate, an electro-magnetic boltco-operating with the said latch, and circuit-wires leading from saidelectromagnetic bolt, and means for rendering said electric circuitoperative and inoperative, substantially as described.

lO. A railway-switch system comprising switch-rails, a switch-bar andswitch-locking bar, a rocking lever, and electro-mechanieal means forshifting the switch and actuating the switch-locking bar and including adrawhead, a slidin plate on said draw-head, a latch for temporarilyengaging the draw-head and sliding plate, an electro-magnetic boltco-opcrating with the said latch, and a hand-operating connectionoperable independei'itly of the automatic devices to shift the switch,substantially as described.

111 testimony whereof I have hereunto set my hand this 30th day of June,A. D. 1890.

SAMUEL L. POWELL.

\Vitnesses:

Ross F. Wirnnnow, BENJ. M. Jones.

